• Journal of Digital Convergence
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• v.19 no.2
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• pp.69-81
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• 2021

Coastal shipping performs a pivotal role as a national transportation network and is highly valuable in terms of enabling more economical transportation at affordable prices than road transportation. In this regard, this study aimed to examine changes in the characteristics and centrality of South Korea's costal shipping sea-route networks by analyzing the centrality of domestic coastal shipping. To this end, social network analysis was used as an analysis technique that enables an analysis on the characteristics of coastal shipping networks. As a result, Jeollanam-do showed the highest degree centrality, ranking first in both the in-degree and the out-degree. Jeollanam-do also exhibited the highest betweenness centrality, and Gangwon-do registered the highest closeness centrality. In terms of hub and authority centrality, Jeollanam-do topped the list, followed by Gyeongsangnam-do and Gangwon-do in order. Lastly, Jeollanam-do ranked highest in the hub index, followed by Incheon, other regions, and Gangwon-do in order. This study is significant for suggesting the cities and provinces that play a key role in coastal shipping each year and their corresponding items. Future studies are recommended to identify the trend of coastal shipping through more detailed research on each port by city and province.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.5
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• pp.302-307
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• 2017

Draft ice in polar regions is formed due to sea level changes and various environmental factors cause damage due to collision with offshore plants and ships for resource development. Drift ice in polar regions is a potential source of accidents for offshore plants that perform long-term operations in one place, as well as on the ship. To prevent accidents with drift ice, offshore plants and ships in polar regions use satellite image information and detection radar to detect drift ice. However, the inability to use visible satellite images at night significantly lowers the detection probability by radar for small drift ice. In this study, we used a thermal imaging system which can be operated day and night for the detection of drift ice, and carried out an experimental study on the detection characteristics of drift ice. To examine the night operation of the thermal imaging system, the experimental condition was set and the thermal image was measured according to the measurement angle change. Under this condition, the correlation was analyzed by theoretical calculating the radiant energy of the drift ice and the sea water.

• Journal of Navigation and Port Research
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• v.30 no.1 s.107
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• pp.53-59
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• 2006

Recently, 8,000TEU class containerships has started operating the shipping service and the mega-containership of over 10,000TEU is on planning. A unit cost in relation to shipping service is decreased by the bigger ship based on the economy of scale. Most of the previous studies have been performed and focused on the total operation cost from mega port to mega port. However, the purpose of this paper is to estimate economic efficiency of selected hub ports from point of view of total cost such as service cost(or operation cost), port charge and feeder cost, etc. First, the service-network of mega containerships is based on data of a domestic shipping company operated main line and economic analysis of individual scenarios on the cost and traffic when 10,000TEU mega containerships offer the services. The three scenarios presented in this paper set up the hub ports which are the port of Busan, Shanghai and Yokohama The results show that port of Busan is economically the most efficient one among others.

• Korean Journal of Remote Sensing
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• v.25 no.5
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• pp.423-434
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• 2009

The Arctic environment is sensitive to change of sea-ice distribution. The increase and decrease of sea ice work to an index of globe warming progress. In order to predict the progress of hereafter earth global warming, continuous monitoring regarding a change of the sea ice area in the Arctic should be performed. The remote sensing based on an artificial satellite is most effective on the North Pole. The sea ice observation using a passive microwave sensor has been continued from 1970's. The determination of sea ice extent and ice type is one of the great successes of the passive microwave imagers. In this paper, to investigate the seasonal and inter-annual variation of sea-ice distribution we used here the sea ice data from July 2002 to May 2009 around the Arctic within $60^{\circ}N$ for the AMSR-E 12.5km sea-ice concentration, a passive microwave sensor. From an early analysis of these data, the arctic sea-ice extent has been steadily decreasing at a rate of about 3.1%, accounting for about $2{\times}10^5\;km^2$, which was calculated for the sea-ice cover reaching its minimum extent at the end of each summer. It is also revealed that this trend corresponds to a decline in the multi-year ice that is affected mainly by summer sea surface and air temperature increases. The extent of younger and thinner (first-year) ice decreased to the 2007 minimum, but rapidly recovered in 2008 and 2009 due to the dramatic loss in 2007. Seasonal variations of the sea-ice extent show significant year-to-year variation in the seasons of January-March in the Barents and Labrador seas and August-October in the region from the East Siberian and Chukchi seas to the North Pole. The spatial distribution of multi-year ice (7-year old) indicates that the perennial ice fraction has rapidly shrunk recently out of the East Siberian, Laptev, and Kara seas to the high region of the Arctic within the last seven years and the Northeast Passage could become open year-round in near future.

• Journal of Korea Port Economic Association
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• v.38 no.3
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• pp.105-131
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• 2022

Even after the improvement in 2019, UNCTAD's Liner Shipping Connectivity Index (LSCI), which evaluates the performance of the global container port market, has limited use. In particular, since the liner shipping connectivity index evaluates the performance based only on the distance of the relationship, the performance index combining the port attractiveness of calling would be more efficient. This study used the modified Huff model, the hub-authority algorithm and the eigenvector centrality of social network analysis, and correlation analysis for 2007, 2017, and 2019 data of Ocean-Commerce, Japan. The findings are as follows: Firstly, the port attractiveness of calling and the overall performance of the port did not always match. However, according to the analysis of the attractiveness of a port calling, Busan remained within the top 10. Still, the attractiveness among other Korean ports improved slowly from the low level during the study period. Secondly, Global container ports are generally specialized for long-term specialized inbound and outbound ports by the route and grow while maintaining professionalism throughout the entire period. The Korean ports continue to change roles from analysis period to period. Lastly, the volume of cargo by period and the extended port connectivity index (EPCI) presented in this study showed a correlation from 0.77 to 0.85. Even though the Atlantic data is excluded from the analysis and the ship's operable capacity is used instead of the port throughput volume, it shows a high correlation. The study result would help evaluate and analyze global ports. According to the study, Korean ports need a long-term strategy to improve performance while maintaining professionalism. In order to maintain and develop the port's desirable role, it is necessary to utilize cooperation and partnerships with the complimentary port and attract shipping companies' services calling to the complementary port. Although this study carried out a complex analysis using a lot of data and methodologies for an extended period, it is necessary to conduct a study covering ports around the world, a long-term panel analysis, and a scientific parameter estimation study of the attractiveness analysis.

• Journal of Navigation and Port Research
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• v.30 no.1 s.107
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• pp.9-15
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• 2006

At the adjacent sea area of Busan Central Wharf, a variety of vessels, such as middle-large passenger ships, small hugh speed crafts, container ships, cargo ships and working boats as well as small miscellaneous vessels are freely sailing comparatively without special rules and marine traffic control. In this research, we analyzed traffic stream and navigational characteristics cf main traffic route based on statistics and distribution of tracks by ship's type and tonnage cf the passing vessels after conducting marine traffic survey twice using exclusive software. We examined the traffic safety of the passing vessels by classifying the sea area by each function based on the analysis about this traffic situation, and analyzing the effect by designating 'Inner passage'. We also studied the plan for the effective rearrangement cf Central Wharf considering basically the traffic safety of arrival and departure in a point of view of navigators.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2005.10a
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• pp.103-109
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• 2005

At the adjacent sea area of Busan Central Wharf, a variety of vessels, such as middle-large passenger ships, small fast sailing ships, container ships, cargo ships and working ships as well as small miscellaneous vessels are freely sailing comparatively without special steering and sailing Rules and marine traffic control because exclusive wharfs in accord with their purpose and use have been arranged in each wharf. In this research, we analyzed traffic stream and navigational characteristics of main traffic route based on statistics and distribution of tracks by ship's type and tonnage of the passing vessels after conducting marine traffic survey twice using exclusive software by targeting the sea area during the period of time. We examined the traffic safety of the passing vessels by classifying the sea area by each function based on the analysis about this traffic situation, and analyzing the effect by designating 'Buknea passage'. We also studied the plan for the effective rearrangement of Central Wharf considering basically the traffic safety oif arrival and departure in a point if view of navigators.

• Journal of Korea Port Economic Association
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• v.25 no.2
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• pp.231-246
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• 2009

The time charterer depends on speed and bunker consumption rate of time chartered vessel because it is related charterers' benefit. It is important role of stipulated speed and daily bunker consumption rate at the Time Charter Party, it is generated any dispute against speed and daily bunker consumption rate deficiency. The case of dispute is a restricted word of stipulated speed and daily bunker consumption rate at Charter Party as "about", "good weather or good weather day", "smooth water", "ocean current" and "without guarantee". It happens a dispute against speed and daily bunker consumption rate because it is not well-educated as a vessel operator regarding Time Charter Party interpretation.

• Korean Journal of Remote Sensing
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• v.34 no.6_2
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• pp.1273-1282
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• 2018

Recently, active research on the Arctic Ocean has been conducted due to the influence of global warming and new Arctic ship route. Although previous studies already calculated quantitative extent of sea ice using passive microwave radiometers, melting at the edge of sea ice and surface roughness were hardly considered due to low spatial resolution. Since Sentienl-1A/B data in Extended Wide (EW) mode are being distributed as free of charge and bulk data for Arctic sea can be generated during a short period, the entire Arctic sea ice data can be covered in high spatial resolution by mosaicking bulk data. However, Sentinel-1A/B data in EW mode, especially in HV polarization, needs significant radiometric correction for further classification. Thus, in this study, we developed algorithms that can correct thermal noise and scalloping effects, and confirmed that Arctic sea ice and open-water were well classified using the corrected dual-polarization SAR data.

• Journal of Korea Port Economic Association
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• v.37 no.3
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• pp.19-34
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• 2021

Yeosu Gwangyang Port, along with Busan Port, Incheon Port, Ulsan Port, and Pyeongtaek Dangjin Port, serves as Korea's top five ports for trade on the southern coast. It is the second largest port in Korea after Busan Port, and the largest port in terms of import and export volume. Yeosu Chemical Industrial Complex, the world's largest chemical industrial complex, has continued to grow rapidly, but recently, the increase in volume has been decreasing. Therefore, this study sought to find major development strategies for the development of Yeosu Gwangyang Port and to derive the priorities of the strategies. To this end, the development strategy of Yeosu Gwangyang Port was divided into three major categories: operation revitalization, infrastructure construction, and policy support using the AHP analysis technique and analyzed again in two aspects: short, medium, and long term. As a result of the analysis, 'integrated operation of container docks and strengthening competitiveness' were considered the most important in short- and medium-term policies. It is believed that it will be necessary to integrate container operators, establish routes in preparation for entry of super-large ships, and install large cranes. In the long-term policy, the most important thing was to foster high value-added industries based on local industries. It is believed that strategies are needed to attract companies from outside regions through the settlement support system. The results of this study are expected to be used to establish development strategies for Yeosu Gwangyang Port and to establish investment priorities.